Engine Suzuki H27A

The 2.7-liter V6 Suzuki H27A engine was produced at the company’s factories from 2000 to 2008 and was installed on its largest models: the Grand Vitara XL-7 and the American version of the Grand Vitara 2. There were two modifications of this unit: with a VVT system for 185 hp and without it at 173 hp.

Engines of the H-series: H20A, H25A, H27A.

In 2000, the most powerful representative of the H-engine family with a volume of 2.7 liters appeared, which was created specifically for the seven-seater version of the Suzuki Grand Vitara with the XL-7 index. Its design is similar to other engines of the line: it has a distributed fuel injection, an aluminum block with cast-iron liners and a 60 ° camber angle typical for a V6, two aluminum DOHC cylinder heads with hydraulic compensators and a complex timing drive of their three chains.

In 2005, the engine was upgraded for installation on the American version of the Grand Vitara 2, and thanks to the phase control system on the intake shafts, its power increased from 173 to 185 hp.

Specifications

Production years 2000-2008
Displacement, cc 2736
Fuel system distributed injection
Power output, hp 173 – 185
Torque output, Nm 231 – 250
Cylinder block aluminum V6
Block head aluminum 24v
Cylinder bore, mm 88
Piston stroke, mm 75
Compression ratio 9.5
Hydraulic lifters yes
Timing drive chains
Turbocharging no
Recommended engine oil 5W-30, 5W-40
Engine oil capacity, liter 5.5
Fuel type petrol
Euro standards EURO 3/4
Fuel consumption, L/100 km (for Suzuki Grand Vitara XL-7 2002)
— city
— highway
— combined
13.8
9.1
10.8
Engine lifespan, km ~400 000

The engine was installed on:

  • Suzuki Grand Vitara XL-7 1 (TX) in 2000 – 2006;
  • Suzuki Grand Vitara 2 (JT) in 2005 – 2008.

Disadvantages of the Suzuki H27A engine

  • The complex and not very reliable timing drive of this engine consists of three chains and three hydraulic tensioners at once, which are demanding on the quality and oil change schedule. And attempts to save on maintenance will lead to a tensioner wedge and a chain jump.
  • Closer to 150,000 km of run, lubricant consumption often already appears and gradually increases. The main culprit of the oil burner is not the wear of the rings or caps, but the clogging of the oil labyrinth of the valve covers, which here serve as part of the crankcase ventilation.
  • Frequent oil leaks bother the owners so much that they should be written about separately. Lubrication usually climbs through the crankshaft seals or from under the front cover of the engine, and also through the oil channel gaskets at the junction of the block with the crankshaft bed and the sump.
  • The weak points of the motor include a not very reliable mass air flow sensor and an EGR valve, it quickly clogs itself, and its supply tube often bursts.

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